reynolds



(No Model.) 2 Sheets-Sheet 1.

G. H. REYNOLDS.

ELECT-RIG VALVE OPERATING MBGHANISM POR BLBVATORS. No..361,'778. 'PatentedAp1'.26, 1887.

fggz.

Ln f Inyezf:

N. PETERS. Phowimwgrnplwr. wnshingmn. n. c.

(No Model.) 2 sheets-sheet 2.

G. H. REYNOLDS.

ELEGTEIG VALVE OPERATING MEGEANISM EOE ELEVATOES.

170.861.778. Patented Apr. 26, 1887.

N PETERS. PhowLmwgmphor. washingum IJ4 C.

UNITED STATES PAT-ENT OFFICE.

GEORGE H. REYNOLDS, OF NEW YORK, N. Y., ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, cAGO, ILLINOIS.

TO THE CRANE ELEVATOR COMPANY, OF CHI- ELECTRIC VALVE-OPERATING MECHANlpSM FOR ELEVATORS.

SPECIFICATION forming part of Letters Patent No. 361,778l dated April 26, 1887.

Application lell November 23, 1886. Serial No. 219,583.

To all whom it may concern:

Be it known that I, GEORGE H. REYNOLDS, of the city and county of New York, in the State of New York, have invented a new and useful Improvementin Valve-Operating Mechanism for Elevators, of which thc following is a specification.

According to the most improved plans now in use, the main valve whereby motive fluid [O is admitted to and exhausted from theoperating-cylinder of al hydraulic or other elevator is itself operated by a controlling-piston and cylinder, which constitute an independent motorpiston for the purpose, and the said motorpiston is controlled in its operation by an lauxiliary valve or pilot-valve which is moved by appliances from the car. According t'o the method at present in use, the auxiliary or pilot valve is operated by a handle or lever 2O on the car, which is by suitable means so connected with the auxiliary or pil-ot valve that a movement of the said lever or handle by the attendant in the car will produce a corresponding movement of the auxiliary or pilot valve. The auxiliary or pilot valve above referred to does not require any great power to operate it; and my present invention relates to novel combinations of mechanism whereby an electric circuit through which the current is con- 2O trolled by a circuit-closing device to be operated bythe attendant on the car is substituted for the positive mechanical connections which have heretofore served as a means of transmitting movement to the valve from the handle or lever of the car. The valve, which is primarily operated from the car to produce the operation of the main valve and its motor, may consist simply Otan auxiliary valve, which is unconnected with 4o the main valve and its motor-piston and which is operated entirely independent thereof, or such auxiliary valve may have such suitable connections with the main valve and its operating motor-piston that during the movement .i5 of the main valve and its operating motor-piston the auxiliary valve will also be operated simultaneously therewith, and when the auxiliary valve is thus combined with the main valve and 4its operatingmotor I term it a (No model.)

pilotvalve. Such a pilot-valve is illus- 5o trated and fully described in my Letters Patent No. 314,720, granted March 31, 1885.

In carrying out my invention I employ an electric motor of simple construction which is mechanically connected with the auxiliary or pilot valve, and I provide a switch or circuitclosing device to be operated by the attendant on the car, and which, together with the electric motor, is included in the electric circuit. The electric lnotor may consist simply of an 6o armature-lever having an arm connected with the auxiliary valve and two electricA magnets arranged on opposite sides of the fulcrum of said lever, whereby the armature-lever may be tilted in one direction or the other to operate the valve and springs or analogous balancing devices, whereby the armature-lever and the valve, when the circuit is broken, will be moved to a central or neutral position Afor holding the main valve and its operating-motor 7o inoperative.

The invention consists in novel combinations of parts, above referred to and particularly hereinafter described, and pointed out in the claims, whereby the desired results are attained.

In the accompanying drawings, Figure 1 is sectional elevation of an elevator car or cage operating within a well or shaft, together with a valve and portion of the operating-cylinder 8O and an electric motor connected for operation according to my invention, the auxiliary valve being shown in mid-position, so as to hold the main valve and its operating-motor inoperative. Fig. 2 is a sectional elevation, upon a 85 larger Scale, of the valve apparatus, showing the auxiliary valve shifted so as to produce the movement of the main valve and its operating-motor in a direction to permit the eX- haust of motive fluid from the main opergo ating cylinder and the descent of the car. Fig. 3 is a view corresponding to Fig. 2, but showing the auxiliary valve as shifted to produce the operation of the main valve and its controlling-piston in a direction to admit Inotive fluid to the main operating-cylinder in order to produce the ascent of the car. Fig.

4 is a transverse section on the plane of the dotted line a: x, Fig. 2. Fig. 5 is an elevation of the electric motor upona larger scale than Fig. l. Figs. 6 and 7 are a face view and a vertical section, upon a larger scale than Fig. 5 1, of a very desirable construction of switch or circuit-closing device to be arranged in the elevator-car. Fig. S is an elevation of' a portion of' a car and the valve apparatus which is controlled by electricity from the car, and O which inclu'des an auxiliary valve so connected with the main valve and its operating-motor as to be moved simultaneously therewith, and which Ihave therefore termed a pilot-valve.7 7 Fig. 9 is a plan of the electric motor shown in Fig. 8 for shifting the pilot-valve, and Fig. l is a horizontal section of a portion of the car and a circuit-closing device or switch of modified form.

Similar letters of reference designate corre- O sponding parts in all the gures.

Referring first to Figs. 1 to 7, inclusive, A designates the elevatorcar, which may be suspended from cables in a well-known manner, and which rises and falls within the elevatorshaft B.

C designates a portion of the main operating-cylinder, and C the piston, which is movable therein to produce the rising or falling of the elevator car A in a wellunderstood o manner. The valve apparatus which is employed to control the fiow of motive fluid to the main operating-cylinder C and its exit therefrom may be of any suitable character so long as it comprises a main valve, a motorpiston or controlling-piston connected therewith for operating it, and an auxiliary or pilot valve which is shifted through an electric circuit from the car A in order to control the op eration of the main valve and its controlling or motor piston.

In the valve apparatus which I have illustrated by way of example, there' is a main valve cylinder or casing, D, in which are fitted two pistons, D' D2, connected by a rod, D,

5 and this cylinderD has at one end an extension or cylinder, D", of smaller size, to which is fitted a piston, D5. These pistons may have any suitable packing. From the valve-cylinder D an inlet-passage, c, leads to the main operating-cylinder C, and an exhaust-passage,

5o valve-chest E two passages, d2 d3, lead to the main valve-cylinderD,and the auxiliary valve E may be operated by a rock-shaft, e, having within the chest an arm, c', engaging the valve E', and outside the chest a second arm, c'with 5 which is connected a rod, e3.

It will be understood that the piston D5 is considerably smaller in diameter than the pistons D' D2, and for the purpose of illustration we will suppose that it is half the area of the pistons D' D2.

The pistons D2 D5 may be termed controlling77 or motor pistons, on whichthepressure of tluid acts to move the main valve D', and as said main valve is also aided in its movement in one direction by pressure upon it, it therefore may be considered as forming a part of the motor.

It will be understood that the water or fluid under pressure entering from the pipe d acts upon the pistons D' D5, in opposite directions, while the pressures upon the pistons D' D2 will balance each other.

In theposition of parts shown in Fig. 1, the auxiliary valve E' is set so as to close both ports (Z3, and the valve-piston D', being immediately over the passage c, closes it, and, as no water can enter or leave the main operat-ingcylinder C, the mechanism is idle or is inoperative. Suppose, for example, that it be desired to admit motive fluid to the main cylinder C in order to move the piston C' in the direction of' the arrow shown in Fig. l, and thereby produce the rising movement of the car. The auxiliary valve E' must be first shifted to the position shown in Fig. 3, so as to place the passages d d in communication. The pressure of water received through the inlet-pipe d, by acting on the left-hand side of' the valve-piston D', will force the several pistons D' D'l D5 toward the right hand by a force corresponding to the differences in area between the pistons D' D5. The space between the pistons D D2 is meanwhile open tothe exhaust-passage c', and the water or fluid which is on the right hand of the piston D2 will, by the movement of' that piston in the direction of the arrow shown in Fig. 3, be simply transferred through the passages d d, and will escape through the exhaust-passage c.

If it be desired to stop the movement of the piston C', the auxiliary Valve E' will be shifted to the position shown in Fig. 2, and the water entering through the passage d to the main valve-cylinder D, and acting on the ri ght-hand side of the piston D2, will move the main Valve and controlling-pistons D' DIl D5 in the direction of the arrow shown in Fig. 2 by a pressure corresponding to the area of the smaller piston, D5, inasmuch as the pressure on that smaller piston is also toward the left hand, and the pressure upon the two pistons D' D is balanced. During the movement of the valve-pistou D' toward the left hand from the position shown in Fig. 3 to the position shown in Fig. 2 it will momentarily cover the port c, and the main operating-piston C' will momentarily stop, thus stopping the car A. If at the instant of stoppage the auxiliary valve E' be shifted to the position shown in Fig. 1, the valve-piston D' will remain over the port c andthe whole machine will be stopped, but if, instead of' shifting the auxiliary valve E' from the position shown in Fig. 2 to the position shown in Fig. l atV the instant the car IOO IOS

IIO

' stops, said valve E be allowed to remain in the position shown in Fig. 2, the main valve D will continue to move toward the left hand of Fig. 2 until it arrives at the positiontherein shown. Insuch position the supply and exhaust passages c c are in communication between the pistons D D2, thus permitting the main operating-piston C to move toward the right hand of Fig. l and kproducing the descent of the car. It will therefore be seen that in order to'stop the car, whether moving upward o1' downward, the auxiliary valve E must be moved to its neutral or central position (shown in Fig. l) at the moment whenv the main-valve piston D closes the port c and produces a momentary stoppage of the'piston U and the car A. The passages d2 d3 may be provided with throttling devices or screws d", inserted as shown in Fig. 4, to regulate their capacity.

lIhe movement of the auxiliary valve E in the manner described is produced by an electric motor, F, which is controlled in its operation by an electric circuit, including a switch or circuitclosing device, H, arranged in the car A. The electric motor here shown is of very simple construction, and comprises an armature-lever, f, which is fulcrnmed to a suitable support, f', and has an upwardlyprojecting arm, f2, with which the valve-operating rod c3 is connected. The armatures f3 are at opposite ends of the lever f,- and below them are magnet-coilsf", supported on a suitable base, f5. rlhe balancing devices here shown consist of springs f, which are connected with the armature-leverf on opposite sides of its fulcrum. These springs should be of equal tension, and when either one of the magnet-coils fl is energized the corresponding end ofthe leverfwill be drawn down, but when the circuit is broken the springsf, by their balancing eifect, will move the lever f to the central position shown in the drawings, and through the rod e3 will move the auxiliary valve E to its neutral or inoperative position. (Shown in Fig. l.)

The circuit closing device or switch H which I prefer to employ in the car is best illustrated in Figs. 6 and 7. As shown, it consists of a segmental frame, h, which may be of insulating material,secured to the side of the car A, and a lever or arm, h', fulcrumed at its `upper end, h2, and provided at its lower end with a handle, if, whereby it may be swung to and fro in a vertical plane. At the lower port-ion of the frame h, and at considerable distance apart on each side of a central vertical line, are electric contacts It, with which the lever or arm h makes contact as it may be swung in one or other direction. Upon the frame hy are shoulders or projections h5, which limit the movement of the lever, arm, Orhandle h. I prefer to make this device of considerable size, the lever or arm h having, for example, a length of one foot or more, so that it will form 'a substantial lever or handle, which-the elevator-attend ant may keep grasped in his hand, and which he may operate similarly to the ordinary lever or handle employed to shift the controlling-valve through suitable positive mechanical connections. It is advan` tageous to have the contacts h* at a considerable distance apart upon opposite sides of a central vertical line, because then the lever or handle will have to be swung a suitable distance to make contact with one or other of them, and consequently contact will not be produced by moving the lever or handle hfor some distance on each side of its central position, as would naturally be the case when it is grasped in the hand of the attendant. In other words, the lever or handle h may have a considerable range of movement on each side ot' its vertical position without making contact with either of the pins or projections h, and in order to make contact with one or other of them the lever must be moved to a distance which would only be reached by its intentional operation. It is also advantageous to have the arm', lever, or handleh fulcrumed at its upper end and hanging downward, because then it cannot drop accidentally from its middle position into contact with either contact pin or projection h". The frame h, which may be of insulating material, may also have hubs or projections h, which exten d thron gh the side of the car A, as shown in Fig. 7, and in which the fulcrum-pin and the contacts h" of the switch are mounted.

The two terminals ot the magnetcoils f4 Vare connected by a wire, i, which contains a battery, t, with the fnlcrum h'l of the switch in the car, and the other terminals of said coils are connected by wires it with the contacts h* ot thc switch. These wires i 2, properly insulated, may extend to a support, 3, at about midway ot' the height of the elevatorshat't B, and beyond that point and to the car. The several wires may be gathered in a single cable, I,whieh is attached to the car, and from the end of which the several wires z' 'i2 lead to the points h2 71.4.

In the position of parts shown in Fig. l the car and the main operating-piston C are stationary. It' it be desired to ascend, the lever or handle 7L is swung over upon one contact h, and, the circuit being closed through one of the 1nag11et-coilsf*,the valve E will be moved to the position shown in Fig. 3, and the movement of the pistons D D2 Dito the position shown in Fig. 8 will follow, thereby placing the inlet-pipe d in direct communication through the passage c with the main operating-cylinder C. If it be desired to descend instead of ascend, the lever or handle h will be swung in the opposite direction, so as to make contact with the other pin 7L, thereby closing the circuit through the other magnetcoil f" and producing the movement ofthe auxiliary valve E to the position shown in Fig. 2. The pistons D D2 D5 will then move to the position showninFig. 2, and the operating-cylinder C, through the passages c c', will be placed in free communication with the atroo IIO

mosphere, so as to permit the movement of the piston C in a direction to lower the ear A. It will be understood that when the valve E is set to a position to produce the ascent or descent of the car, the car maybe stopped by shifting the auxiliary valve over to its reverse position, and then at the moment the car stops, by reason of the piston D covering the port or passage c, swinging the lever or handle h to mid-position, (shown in Figs. l and 6,) the circuit thus being broken, the balancingsprings f" will instantly' return the auxiliary valve Eto its neutral or inoperative position. (Shown in Fig. l.)

In the example of my invention shown in Figs. 8, 9, and l() I have illustrated a valve apparatus similar to that which forms the subject of my aforesaid patent, No. 314,720, and no extended description of that valve apparatus will be necessary. J designates a casing which contains the main valve and its controllingpistons, and j is the valve-chest containing` the auxiliary or pilot valve. The auxiliary valve-rod j is connected by a lever, 72, and link js with the main-valve rod, and the lever j2 is connected by a link,j4, with a rocker-arm, ji, from which leads a rod, e3. I term the auxiliary valve in this example of my invention the pilot-valve, because during the ordinary operation of the main valve and control-` ling-pistons the auxiliary valve is moved automatically and simultaneously through the lever j?, the point of connection s of the link j* with said lever constituting a fulcrum on which the lever swings. When, however, it be desired to shift the auxiliary or pilot valve, the rocker-armj is moved by a push or pull upon the rod e, and the movement will be transmitted through the link j* and lever j'l to the auxiliary 0r pilot valve, because it offers less resistance to the movement than does the main valve and its controlling pistons. The electric motor F shown in this example of my invention comprises two series of electric magnets or magnet-coils, k 7c', arranged on opposite sides of a rock-shaft, 7a2, and loosely mounted upon the rock-shaft are levers k3 ki, which carry at their outer ends the armatures for said magnet-coils. Fast upon the shaf't k2 are toes or projections ki* k, on which the armature-levers 7c kl rest, and when any armature-lever is drawn down by the energizing of the corresponding magnet-coil k k', it will, through t-hetoe a5 or 766,011 which it is supported, impart a turning movement to the shaft la, and through an arm, k7, on the shaft such movement will be transmitted through the rod e3 to the rocker-arm j, for shifting the auxiliary valve. The toes if 7c are arranged spirally upon the shaft k2, and it'will be understood that if any one of the armatures supported by the levers k3 k, on one side or the other of the shaft k2, be drawn down, the slight movement of the shaft ki thus produced will bring the next armature on the same side of the shaft 751 within working distance of its magnet, and by the energizing of the magnets of either series in succession a turning movement of the shaft k2, sufficient to shift ormove the valve in one direction or the other, will be produced. The circuit-closing device or switch H, arranged within the car A, differs somewhat from that before described. Ihave represented a metallic rod, K, as supportedin suitable hangers, K', from which it is insulated, and this rod extends the full height of the elevator-shaft, one of said hangers being at the bottom and the other at the top of the shaft. The wires z', leading from one end '0f the magnet-coils k k in the two series, are shown as gathered in a cable, L, which leads t0 the lower end of the rod or shaft K, and

said wires are there connected with said rod 0r shaft. The several wires i2, leading from the other ends or terminals of the magnetcoils of the two series and which contain batteries i', may be gathered together in two cables, L L, which are shown as hung or supported at L3 at a point which is near the top of the elevator-shaft, and are thence carried to the car A. Vithin the car is a segmental plate or frame, m, above which is a horizontally-swinging lever or handle, m', which is free to slide upon and is in electric contact with the upright rod or shaft K. In the segmental frame or plate are arranged two series of contacts, a a', with which the wires 2, leading from the two series of magnets 7c lr', are connected, the wires it leading from one series of magnets, k, being connected with the contacts a, and the wires i2 leading from the other series of magnets, k', being connected with the contacts a. Upon the free end of the lever or handle m is pivoted a disk, mi, which'may have an insulated handle, m, and which itself is in electric connection with the lever or handle m. This disk m2 has a turning movement on the lever or handle, which is limited by the pin and slot s si, and which is sufficient to bring a downward projection or contact-point, s, upon the disk m2 in line with either series of contacts a a.

It will be obvious from the above description that when the handle m of the disk m is grasped in the hand and an attempt made to swing the lever m in one or other direction, the first pressure or force will turn the disk m2 so as to bring its downward projection or contact-point si in line with the series of contacts a or a', and a further pressure or force upon the handle m3` will swing the lever m in one or other direction, thereby making contact successively through the pin or projection s with the several contacts a or a of one or the other series. Such swinging movement of the lever will therefore close the circuit through the magnets 7c k of one or other series in succession, and by the turning of the shaft 7c',which results from the aggregate movement of the several armature-levers 7c" 7c of one or other series,the auxiliary valve will be shifted in one or other direction.

Vhat I claim as myinvention, and desire to secure by Letters Patent,'is-

IOO

1. The eombinatiomwith an elevatorcar and la valve apparatus for controlling its movesaid motor and a circuit-closing device to be operated on the car,whereby the operation of the electric motor on the auxiliary valve may be controlled, substantially as herein described.

2. The combination, with an elevatorcar and a valveapparatus for controlling its movements, and comprising a main valve, a motorpiston forv operating the same, and a pilot-- valve for controlling the movements of the said main valve and motor-piston, and connected with the main valve and motor-piston so as'to move simultaneouslytherewith,of an electric motor connected with the pilot-valve for operating it, and an electric circuit includ-ing said motor anda circuit-closing device to be operated on the car, whereby the operation of the electric motor on the pilot-valve may be controlled, substantially as herein described.

3. The combination,with an elevatorcar and valve apparatus for controlling its movements, and comprising a main valve, a motor-piston for operati ng t-he same, and an auxiliary valve for controlling the movements of said main direetions,and an electric circut including said electric motor and a circuit-closing device on the ear, whereby the operation of the said motor-piston and valve may be controlled,sub stantally as herein described..

4. The combinatiomwith an elevator-car and a valve apparatus for controlling its movements, and comprising a main valve, a motorpiston for operating it,and an auxiliary valve for .controlling the movements of said main valve and motor-piston, of an electric motor4 for operating the auxiliary valve, an electric switch on the ear, comprising a hanging arm or lever fulcrnmed at its upper end and contacts, and an electric circuit including said electric motor and switch, substantially as herein described.

5. Thecombinatiomwith an elevator-carand a valve apparatus, as described, for controlling its movements, and comprising a main valve and an auxiliary valve, of an electric motor comprising the armaturelever f, connected withthe auxiliary valve, and the electromagnets f* farranged on opposite sides of the fulcrum of said lever, and balancing devices for returning the armature-lever to central position after operation by either magnet, and an electric circuity including said motor and a circuit-elosing device upon the car,and whereby the said electric motor and auxiliary valve may be controlled, substantially as herein set forth.

GEO. H. REYNOLDS.

lfitnesses:

C. HALL, FREDK. HAYNEs. 

